• Journal of Korean Society for Atmospheric Environment
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• v.15 no.E
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• pp.45-54
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• 1999

The effectiveness of NOx emission reductions from power plants to alleviate persistent ozone nonattainment in the esterm Unites States was investigated with a focus on the Northeast Corridor, centered on New York City. The 1995 ozone episode along with the 2007 base case emission scenario was used with the Variable-Grid Urban Airshed Model(UAM-V) to determine ozone concentrations. Several scenarios based on EPA's proposal issued on October 10, 1997 were examined. Although it is widely recognized that the eastern United States includes a large Nox-sensitive region(e.g., Sillman, 1999), the study revealed that reducing NOx emissions from power plants beyond 500 miles (800km) was not effective for reducing ozone exceedances in the region. It was also found that NOx emissions from power plants play an important role in local ozone exceedances.

• Journal of Environmental Impact Assessment
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• v.18 no.4
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• pp.195-208
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• 2009

The power plant is well known to influence air pollution as well as emission of green house gas. Because of increasing demand on electricity, the government set up the electric support action plan every 2 years. In this research, the impacts of power plants on the environment and region was studied. The study was focused on the establishment of power plant in Incheon area based on the 3rd electric support action plan. According to the 3rd electric support action plan, almost 80% of power plant in metropolitan area is planned to be built in Incheon area. The main influences of establishment of power plant are emissions of $SO_x$, $NO_x$ and PM and exceed the allocated local industry emissions, which means the emission allocation of other industry is difficult. In additions, the power plant exhaust $CO_2$ much more than other types of fuel such as waterpower generation, atomic power station. Although several supports are given in local government, these cannot cover the whole cost due to establishment of power plant. Subsequently, this study suggest the additional policy based on local consideration is needed and the current electricity distribution system should be reconsidered fundamentally in the lang term.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.29 no.2 s.233
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• pp.263-270
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• 2005

An experimental study was performed to investigate the effects of partially premixing, varying the equivalence ratios from $0.79{\sim}{\infty}$, on NOx emissions and chemiluminescence of excited $OH^{\ast},\;CH^{ast}\;C_2^{\ast}$ radicals in laminar partially premixed flames. the signal from the electronically excited state of $OH^{\ast},\;CH^{ast}\;C_2^{\ast}$ was detected through a band pass filter with a photo multiplier tube, which are processed to the intensity ratio ($C_2^{\ast}/CH^{\ast},\;C_2^{\ast}/OH^{\ast},\;and\;CH^{\ast}/OH^{\ast}$) to reveal the correlation with local equivalence ratio. And measurements of NOx emission were made to investigate the relationship between visible flame appearance, chemiluminescence, and EINOX. The results demonstrated that (1) the flames at ${\phi}<1.59$ exhibited classical double flame structure, at ${\phi}>4.76$, the flames exhibited diffusion flame structure, and the intermediate flames at $1.59<{\phi}<4.76$ was a merged flame, (2) the $OH^{\ast}$ peak was located inside the $CH^{\ast}\;and\;C_2^{\ast}$ radical for all measured conditions and the emission intensity ratio of $C_2^{\ast}/CH^{\ast}\;and\;C_2^{\ast}/OH^{\ast}$ were identified as good marker for local equivalence ratio over a range of ${\phi}=0.79{\sim}1.2\;and\;CH^{\ast}/OH^{\ast}\;is\;0.79<{\phi}<1.9$. However, it was difficult to predict the equivalence ratio in partially premixed flames using this system for ${\phi}>2.38$, (3) the minimum NOX emission index (EINOx) is obtained for a equivalence ratio of 3.19 in the intermediate flames.

• Journal of Climate Change Research
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• v.5 no.4
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• pp.359-366
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• 2014

This research was conducted to estimate methane emission from paddy field of 16 local government levels using the DNDC(DeNitrification-DeComposition) model from 1990 to 2010. Four treatments used in DNDC model for methane emission calculations were (1) midseason drainage with rice straw, (2) midseason drainage without rice straw, (3) continuous flooding with rice straw, and (4) continuous flooding without rice straw. Methane emissions at continuous flooding with rice straw were the highest ($471kg\;C\;ha^{-1}$) while were the lowest ($187kg\;C\;ha^{-1}$) at midseason drainage without rice straw. The average methane emission for 21 years was the highest ($1,406Gg\;CO_{2-eq}$.) in Jeonnam province because of its large cultivation area. Jeju province had the highest the average methane emission per unit area due to the organic content in soil.

• Journal of Korean Society for Atmospheric Environment
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• v.28 no.3
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• pp.233-248
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• 2012

The national emission from energy sector accounted for 84.7% of all domestic emissions in 2007. Of the energy-use emissions, the emission from mobile source as one of key categories accounted for 19.4% and further the road transport emission occupied the most dominant portion in the category. The road transport emissions can be estimated on the basis of either the fuel consumed (Tier 1) or the distance travelled by the vehicle types and road types (higher Tiers). The latter approach must be suitable for simultaneously estimating $CO_2$, $CH_4$, and $N_2O$ emissions in local administrative districts. The objective of this study was to estimate 31 municipal GHG emissions from road transportation in Gyeonggi Province, Korea. In 2008, the municipalities were consisted of 2,014 towns expressed as Dong and Ri, the smallest administrative district unit. Since mobile sources are moving across other city and province borders, the emission estimated by fuel sold is in fact impossible to ensure consistency between neighbouring cities and provinces. On the other hand, the emission estimated by distance travelled is also impossible to acquire key activity data such as traffic volume, vehicle type and model, and road type in small towns. To solve the problem, we applied a hierarchical cluster analysis to separate town-by-town road patterns (clusters) based on a priori activity information including traffic volume, population, area, and branch road length obtained from small 151 towns. After identifying 10 road patterns, a rule building expert system was developed by visual basic application (VBA) to assort various unknown road patterns into one of 10 known patterns. The expert system was self-verified with original reference information and then objects in each homogeneous pattern were used to regress traffic volume based on the variables of population, area, and branch road length. The program was then applied to assign all the unknown towns into a known pattern and to automatically estimate traffic volumes by regression equations for each town. Further VKT (vehicle kilometer travelled) for each vehicle type in each town was calculated to be mapped by GIS (geological information system) and road transport emission on the corresponding road section was estimated by multiplying emission factors for each vehicle type. Finally all emissions from local branch roads in Gyeonggi Province could be estimated by summing up emissions from 1,902 towns where road information was registered. As a result of the study, the GHG average emission rate by the branch road transport was 6,101 kilotons of $CO_2$ equivalent per year (kt-$CO_2$ Eq/yr) and the total emissions from both main and branch roads was 24,152 kt-$CO_2$ Eq/yr in Gyeonggi Province. The ratio of branch roads emission to the total was 0.28 in 2008.

• Journal of Navigation and Port Research
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• v.43 no.2
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• pp.110-121
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• 2019

Ports play a key role in international trade, as integral hubs where passengers and cargoes are loaded, discharged, and transshipped. However, the function of ports is becoming more diversified, expanding on roles as industrial clusters, as well as logistical centers. Such roles combined, reap numerous and significant benefits, mainly with growth of jobs and wealth creation, for the local population living in the city, and beyond. Citizens' awareness of the function and value of ports may not be positive, because of a range of negative factors such as emissions, noise, and road congestion, which can influence their perception. This study's contribution focuses on empirically evaluating the perception of Busan citizens of the local port, by applying Q methodology. The links connecting the port-city and local population, are assessed by identifying: 1) The level of awareness of the Busan citizens of the port; 2) Factors perceived as positive as well as factors perceived as negative by Busan citizens. There are four main factors, derived from the analysis: 1) Port functional knowledge; 2) Lack of social connectedness port-city; 3) Environmentally concerned and; 4) Absent port's ripple's effect. Policy recommendations suggest focusing on improving citizens' perception of the port, for each of the four main factors derived from the analysis.

• Journal of Korean Society for Atmospheric Environment
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• v.26 no.1
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• pp.57-68
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• 2010

Increase in greenhouse gas emissions during the last century has led to remarkable changes in our environment and climate system. Many policy measures have been developed to reduce greenhouse gas emissions across the world, many of which require our lifestyle changes from energy-intensive to energy-saving. One of the changes in our living patterns is to consider food miles. A food mile is the distance food travels from where it is produced to where it is consumed. Providing information of food miles will help people choose low mileage food, helping promote a "green consumption" action and lead to a low carbon society with emission reduction systems. In this study, 10 items are selected from 23 Harmonized commodity description and 2-digit coding system (HS) to estimate their food miles, and $CO_2$ emissions released in the transportation of imported food. For the estimation, four countries are chosen-Korea, Japan, United Kingdom (UK) and France, with Korea and Japan's 2001, 2003, and 2007 trade statistics and UK and France's 2003 and 2007 trade statistics used. As a result, Korea showed in 2007 the highest level of food miles and $CO_2$ emissions per capita among 4 countries. That suggests that Korea should make an effort to purchase local food to reduce food miles and use low-carbon vehicles for food transport, contributing to reducing greenhouse gas emissions.

• Korean Journal of Soil Science and Fertilizer
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• v.45 no.5
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• pp.842-847
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• 2012

This study was conducted to estimate the greenhouse gas emissions on local government levels from 1990 to 2010 using 2006 IPCC guideline methodology. To calculate greenhouse gas emissions based on the 16 local governments, emission factor and scaling factor were used with default value and activity data came from the food, agricultural, forestry and fisheries statistical yearbook of MIFAFF (Ministry for Food, Agriculture, Forestry, and Fisheries). The total emissions in crop sector gradually decreased from 1990 to 2010 due to a decline in agricultural land and nitrogen fertilizer usage. The annual average emission of greenhouse gas was the highest in Jeonnam (JN) with 1,698 Gg $CO_2$-eq and following Chungnam (CN), Gyungbuk (GB), Jeonbuk (JB) and Gyunggi (GG). The sum of top-six locals emission had occupied 83.4% of the total emission in cropland sector. The annual average emissions in 1990 by applying 2006 IPCC guideline were approximately 43% less than the national greenhouse gas inventory by 1996 IPCC guideline. Jeonnam (JN) province occupied also the highest results of greenhouse gas emission estimated by gas types (methane, nitrous oxide and carbon dioxide) and emission sources such as rice cultivation, agricultural soil, field burning of crop residue and urea fertilizer.

• Journal of Environmental Science International
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• v.18 no.7
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• pp.747-754
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• 2009

In this study, which aims to estimate the volume of greenhouse gas emitted by road transportation vehicles in Changwon City, the emission rate was calculated on the basis of the actual traffic volume measured at major crossroads and compared with the results obtained from the methodology used to estimate the greenhouse gas emissions of road transportation provided in the IPCC 2006 GL guidelines (Tier 1, Tier 3). Analysis of the results of the comparison showed that the Tier 1 methodology, which was applied in the estimation of the rate of greenhouse gas emissions, carries a high probability of underestimation, while the Tier 3 methodology carries a relatively high probability of overestimation. Therefore, when considering the assignment of permissible rates of emission to local governments, the application of the methodology, i.e. whether one uses Tier 1 or Tier 3, may result in a large difference in the rate of allowable emissions. It is suggested that a method based on the actual volume of traffic would be the most reasonable one with regard to the development of a realistic plan.

• Asian Journal of Atmospheric Environment
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• v.9 no.4
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• pp.259-271
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• 2015

This study conducted analyses on biogenic volatile organic compounds (BVOC) emission sources contributing to urban ozone ($O_3$) concentration in Osaka Prefecture, Japan in summer 2010 by using the Weather Research and Forecasting model (WRF) version 3.5.1 and the Community Multiscale Air Quality model (CMAQ) version 5.0.1. This prefecture is characterized by highly urbanized area with small forest area. The contributions of source regions surrounding Osaka were estimated by comparing the baseline case and zero-out cases for BVOC emissions from each source region. The zero-out emission runs showed that the BVOC emissions substantially contributed to urban $O_3$ concentration in Osaka (10.3 ppb: 15.9% of mean daily maximum 1-h $O_3$ concentration) with day-by-day variations of contributing source regions, which were qualitatively explained by backward trajectory analyses. Although $O_3$ concentrations were especially high on 23 July and 2 August 2010, the contribution of BVOC on 23 July (35.4 ppb: 25.6% of daily maximum $O_3$) was much larger than that on 2 August (20.9 ppb: 14.2% of daily maximum $O_3$). To investigate this difference, additional zero-out cases for anthropogenic VOC (AVOC) emissions from Osaka and for VOC emissions on the target days were performed. On 23 July, the urban $O_3$ concentration in Osaka was dominantly increased by the transport from the northwestern region outside Osaka with large contribution of $O_3$ that was produced through BVOC reactions by the day before and was retained over the nocturnal boundary layer. On 2 August, the concentration was dominantly increased by the local photochemical production inside Osaka under weak wind condition with the particularly large contribution of AVOC emitted from Osaka on the day.